Railway-traffic-controlling apparatus



Feb. 23 1926.

1,574,220 H. A WALLACE RAILWAY TRAFFIC CONTROLLING APPARATUS Filed May 25, 1923.

4 Sheets-Sheet 1 i5 ATTORNEY 23 1,514,226 ,H. A. WALLACE RAILWAY TRAFFIC CONTROLLING APPARATUS Filed May 25, 1923 4 Sheets-Sheet 2 Feb. 23 ,1926. A 1,574,220

I H. A. WALLACE RAILWAY TRAFFIC CONTROLLING APPARATUS Filed May 25, 1923 4 Sheets-Sheet 5 INVENTOR'.

Z1- ;zv/L; Ma 1 ATTORNEY K Feb. 23 1926,

H. A. WALLACE .RAILWM; TRAFFIC CONTROLLING APPARATUS Filed May 25, 1923 INVENTOR: am

'Jy' F VATTORNEY 4 ShNBtS-SheBt 4 Patented Feb. 23, 1926. U N l T E D HERBERT WALLACE, F EDGEWOOD BOROUGH, PENNSYLVANIA, ASSTG-NOR. TO THE UNEON Sl/VITCI-I & SIGNAL COMEANY,

PORATION OF PENNSYLVANIA.

OF S'WISSVALE, PENNSYLVANIA, A COR- BAILVVAY-TIBJAFFICC-CONTROLLING APPARATUS.

Application Tiled. May 25, 1923.. Serial No. 641,389.

To (all 007mm it may concern Be it known that I, Hinunnrr A. VVALLACE, a citizen of the United States, residing at lfldgewood Borough, in the county of Allegheny and State of Pennsylvania,have invented certain new and useful Improvements in ltailwaylllratlic-Controlling Apparatus, off which the following is a specification.

My invention relates to railway trafii controlling apparatus, and particularly to apparatus of the type comprising train carried governing means controlled by energy received from the trackway. More 3articularlymy invention relates to the trackway portion of such apparatus.

1 will describe several forms of railway tratiic controlling apparatus embodying my invention, and will then point out the novel features thereof in claims.

in the acconipanying drawings, Fig. 1 is a diagrammatic view rowing one form of trac apparatus embodying my invention. Figs, 2, 3 and d are views showing modifications ot the apparatus shown in Fig. 1 and also en'ibodying my invention.

Re't'err ig first to Fig. 1, the reference character 1 re11 resents the track railso'l one track or a double track railway. Reference character 1 designates the track rails of the other track of the railway. The rails 1 are divided, byineans of insulated joints into a plurality of insulated tr cl: sections AB, B-C, 6-1), etc. The rails 1 are similarly divided into a plurality of track sections lG-L, lTi M, M-N, etc Traffic over rails -1 normally moves in the direction indicated by the arrow 3 whereas tratiic over rails 1 normally moves in the direction indicated by arrow 41.

Each section is provided with a track relay designated by the referencecharacter R with an exponent corresponding to the location. A winding 8 of .each relay R is connected across the rails adjacent the entrance end of the associated section. Each section is also provided with a source, of track circuit current which comprises, as shown in the drawing, a seiondary winding 19 ot a track transformer designated by the reference character i with an exponent corresponding to the location. This winding 19 connected across the rails adjacent the exit end of the associated section. The pri- 1 verse inary 20 of each track transformer F is con stantly energized fron'iasecondary winding 16 on an associated linetransformer desig'- nated by the reference character G with an exponent corresponding to the location. The primary of each line transformer Gris constantly supplied with alternating current from a generator ll over line wires 21 E achsection is also provided with a signal designated by the reference character S with an exponent corresponding to the location. Each signal S is provided with a semaphore blade which is capable of assuming three distinctive positions at 0",,45 and 90 with its mast and indicating proceed, caution and stop, respectively. This semaphore blade is operated by means of a mechanism not essential to the complete disclosureot my present invention and omitted 'tromthe drawing for the sake of simplicity This mechanism is provided with a caution circuit and proceed circuit which .will be described in detail hereinafter.

Each signal S also operates asignal circuit controller designated .by the character P with an exponent correspondingto the location. p f

ldeans are provided for reversing the instantaneous polarity of the current supplied to each track circuit which means comprises, as shown in the drawing, a pole changer interposed between the rails of the section and the associated track transformer F and operated by the corresponding s gnal S. Thus referring particularly tosection Al3, when signal S is at proceed or caution the rails of section A-B are supplied with track *circuitcurrent otivliat .I'will term fnormal relative polarity, but itthe signal S is at'stop. the rails of section A.-B will be supplied with track circuit current of rerelative polarity. "Each relay Ris provided with an auxiliary winding 9 constantly supplied with alternating current from secondary 16 of line transformer G. 'Each relay B is also provided with a. movable contact finger '13 vhich is responsive to the reversals of the relative polarity otthe current in the associated track circuit. Referringparticularly to section AB,"when thissection is supplied with track circuit currentot normal relative polarity relay R 1s energized. 111

the normal direction and contact finger 13 is swung to the right thus closing contact 1314. When section AB is supplied with track circuit current of reverse relative polarity relay R is energized inthe reverse direction and contact finger 13 is swung toward the left thus closing contact 1315. When relay R is de-energized, as by a train in section A.B, the contact finger 13 assumes an intermediate posltion 1n which both contacts 131i and 13-- 15 are open. Each of the other relays R is provided with a winding 9 and a contact finger 13 similar to those described for relay R D For convenience in drawing, the relays B L R and R have been inverted.

The semaphore blade operating mechanism of each signal S is controlled by means of the associated track relay R. Thus referring particularly to signal S the signal is provided with a proceed circuit which passes from secondary 16 of line transformer G through wires 22 and 24, contact '13-1 l of relay R 3, wire 25, operating mechanism of signal S and wire 26 back to secondary 16 of transformer G This circuit is closed only when relay R is energized in the normal direction in which case signal S will indicate proceed. The sig nal S is also provided with a caution circuit which passes from secondary 16 of line transformer G through wires 22 and 24:, contact 13-15 of relay R wire 27, operatiiig mechanism of signal S and wire 26 back to secondary 16 of line transformer G This circuit .is closed only when relay R is energized in the reverse direction, in which case the signal S will indicate caution. If relay R is ole-energized both operating circuits of signal S will be interrupted and the signal will-display a stop lndication.

Each of the other signals S is controlled by. its associated relay R in a manner similarto that described for signal S Each track section is further providedwith means for supplying to its rails in muliiple a second alternating current which I shall hereinafter term a local? current. Referring particularly to section A-B, the immediate source of this current is second- .ary 18 of a local transformer whose pri- P operated by signal S wire 25 impedance 7 in section AB, through both rails of the section in multiple to impedance 5, thence through wire 30, secondary 18 of track transformer E wire 31, contact 1012 of circuit controller P operated by signal S wire 32 impedance 6'in section M-N, thence hrough both rails of this section in parallel to impedance 5, thence through wire 35 back to the left hand terminal of secondary 18 of transformer E This circuit is closed only when signal S is at proceed or caution and signalS is at stop in which case local current is supplied to the rails in parallel of section AB throughout their length and to those of section MN between the ilnpedances 6 and 5. The circuit just traced is provided with an alternative path passing from wire 28 through contact 10-12 of circuit controller P wire 34;, and impedance 6 to the wires of section A-B as before. The circuit is closed through this path only when signal S is at stop, in which case local current is supplied to section AB between impedances 5 and 6 only but no change is made of course in section M-N. Similarly a second alternative path .is provided for this circuit which passes from wire 31,

through contact 1011 of circuit controller P wire 33 and impedance 7 back to the rails of section MN as before. The'circuit is closed through this path only when signal S is at proceed or caution in which case local current is supplied to the rails of section MN throughout their length. Each of the other sectionsis supplied with local current in a manner exactly similar to that just described for sections MN and AB. It will be noted that the local one cuit for each section uses the rails of the other track for a return path, thus eliminating line wires for this circuit, and that the. secondary of each local transformer is connected in series with the secondary of a local transformer for the opposite track. It will alsobe noted that the local circuit is selective between the entire length of the respective sections and a portion only of such sections.

Before explaining the operation of the system as a whole it should be pointed out that the trackway apparatus herein illus trated and described is intended for cooperation with train carried governing means which operate as follows: When a train provided with such apparatus occupies a section of track supplied with track circuit current of normal relative polarity and also with local current, a proceed or authorized indication is given on the train. lVhen the train is in a portion of track provided with track circuit current of reverse relative polarity and also with local current, a caution or restricted indication is given on the train. 'Vvhile if the train occupies a portion of track to which the supply of either track circuit current or local current is interrupted, a stop indication is given on the train. One form of train carried apparatus which will co-operate in this manner is shown and described in a United States Letters Patent No. 1,351,771, issued to Lloyd V. Lewis, on September 7, 1920, for railway traffic controlling apparatus.

i As shown in the drawing, the section of track 1 to the right of point D is occupied by a train V This has deenergized track relay R causing signal S to display a stop indication. Track transformer F then supplies section CD with track circuit current of reverse relative polarity over pole changer P, which current energizes relay R 'in the reverse direction. At the same time local current is supplied tothe rails of section C--D in parallel between impedances 5 and 6. Relay R being energized in the reverse direction, signal S is in the caution position so that circuit controller P and pole changer Q are in normal positions. As a result, track circuit current of normal relative polarity is supplied to the rails of section B-G thus energizing relay R in the normal direction. Local current is supplied to the rails of section B-G throughout its length. Relay B being energized in the normal direction, signal S is in the proceed position. Signal S is also at proceed and section AB and the partial section to the left of A. are supplied with local current and with track circuit current of normal relative polarity.

A second train V occupies the section to the left of point- N on track 1, and thecondition of the apparatus associated with this track is the same as that associated with track 1.

If a train moving toward the right enters the stretch of track 1 shown in the drawing, it will be allowed to move at high speed through sections AB and BC.' At point C, however, the reversal of the track circuit current will cause a restricted indication to. be given upon the train, and as it passes impedance 6 in section C-D a stop indication will be given due to the interruption ofthe local current. After passing point D the stop indication is still effective for the track circuit current is shunted away from the governing apparatus by the wheels and axles of train V. A train proceeding from right to left through sections KL, LM, MN would be similarly controlled.

The apparatus shown in Fig. 2 is the same as that shown in Fig. 1 except that I omit one of the local transformers from each pair of sections. In Fig. 2the local transformers E for the lower track 1 supply local current to both tracks. In all other, respects the apparatus is precisely similar to that shown in Fig. 1.

19 of each track transformerF is connected directly with the rails of the corresponding section and the primary 20 of each such transformer is energized as follows: Con sidering particularly transformer F, the primary winding 20 is provided with a. circuit which passes from the secondary 16 of line transformer G through wires'37 and 38, front contact 39-40 of relay R wire as, primary 20 of transformer F wire 49, front contact -l546 of relay R and wire 50 back to the secondary 16 of transformer G This circuit is closed only when relay R is energized. Another circuit is provided which passes from the secondary "of transformer G through wire 37, back contact 4l5a7 of relay R wire 19, primary 20 of track transformer F wire as, back contact 40 l4 of relay R and wire 50 back to secondary 16 oftransformer G This circuit is closed only when relay R is deenergized. It is therefore clear that section AB is supplied with track circuit current of one relative polarity which I shall term normal relative polarity, when therelay R is energized and of the other relative polarity which 1. will term reverse relative polarity when relay B is de-energized.

Local current is supplied to the rails of sect-ion AB over a circuit passing from secondary 18 of transformer E through wires 52 and 53, front contact ale-42 of relay R wire 54, impedance 7 of section AB, through both rails of the section in parallel to impedance 5, wires 55 and 56, secondary 18 of local transformer E wires 57 and 58, back contact 41%."; of relay R wire 59, impedance 6: in section M- -N, down both rails of the section in parallel to impedance 5, thence by wires 61 and 62 back totra'nsformer E This circuit is closed only when relay B is energized and relay R is de-energized. This circuit is provided with an alternative path passing from wire 53, through back contact 11-43 of relay R and wire 63 to the rails of section AB at impedance 6. The circuit is closed'through this path only when relay B is de-energized. Another alternative path is provided passing from wire 58, through front contact a1--l2 of relay R and wire 60 to the rails of section M N at impedance 7. The

circuit is closed through this path only when relay R is energized. The circuit for the remaining sections will be readily understood as they are identical with those just traced.

As shown in the drawing the section to the right of point D is occupied by a train V and the section to the left of point N is occupied by another train V. The operation of the apparatus is the same as that shown in Fig. 1 and will be clear without further explanation.

Vith the arrangement shown in Fig. 3 a separate source of energy is connected into the local circuit at each end of each section although the circuits are so arranged that only one local transformer is required for each two track sections. Attention should be called to the fact that the voltage drop in the impedances 5, 6, 7, etc. constitutes the largest part of the voltage drop in the various local circuits. It should also be observed that, except in the case of Fig. 2, alocal transformer is connected at each end of each section, and that the potential of any point on one track is substantially the same as'the potential of an adjacent point on an adjoining track. In other respects the circuits shown in Fig. 3 are similar to those shown in Fig. 2. It should also be pointed out that the local circuits shown in any of the figures could be combined with the local circuits of any of the other figures without impairing the operation of the sys tem.

In some cases the sections in the two tracks are so arranged that they are not opposite each other; that is, the sections are staggered. One manner of adapting my invention to such an arrangement is illustrated in Fig. 4. The track circuits and signal controlling circuits are the same as those shown in Fig. 1 but it will be seen that in Fig. at the signals on track 1 are approximately midway between the signals on track 1 Two impedances 64 and 65, similar to impedances 5, 6, and 7 are connected across the rails in each section of track 1 adjacent the corresponding signal location of track 1. Two similar impedances 64 and 65 are connected across the rails of each section in track 1 adjacent the corresponding signal location of track 1. Re ferring particularly to section,B-C, one local circuit passes from secondary 18 of transformer E through wires 72, thence to the rails of section BC by contact 10-11 of circuit controller P wire T3 and impedance. 7, or by contact 10-42 of circuit controller P wire 66, and impedance 6, depending on the indication displayed by signal S thence through the rails of section l3C to impedance 65, wire 6?, winding 18 of transformer E wire 68, thence to the rails of section K-L, by contact 10-11 of circuit controller P wire and impedance tion B-C, through the rails of section B C, impedance 5, and wires 77 and (32, back to secondary 18 of transformer E As shown in the drawing all apparatus is in the position corresponding ,to normal conditions, that is, all the sections are unoccupied and all the signals are indicating proceed. The operation of the apparatus should be obvious without further explanation. In the absence of roadside signals, the circuits of Fig. l could be controlled by the track relays through the medium of slow acting relays as in Fig. 3.

Although I have herein shown and described only a few forms of railway traflic controlling apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus what I claim is:

1. In combination, a section of railway track, a second section of railway track parallel therewith, and means controlled by trafiic conditions in each said track for sunplying local train controlling current to the two said sections in series.

2. Railway traffic controlling apparatus comprising a stretch of double track railway each track of which is divided into a plurality of successive sections, means for each section of one said track controlled by trafiic conditions in advance and a local circuit for each section of said one track controlled by the associated said means and including a source of energy, the rails in parallel of such section,'and the rails in parallel of a section of the other track,

In combination, a stretch of double tra rl: railway each track of which isdivided into a plurality of successive sections, a train controlled device for each section, and a local circuit for each section of each track including contacts controlled by the train controlled device for the section next in advance and the rails of a section of the other track.

In combination, a stretch of double track railway each track of which is divided into a plurality of successive sections, and a local circuit for each section of each track including contacts controlled by traffic condescribed my invention,

ditions in advance and also including the rails of a section of the other track.

5. In combination, a stretch of double track railway each track of which is divided into a plurality of successive sections, and means for applying an alternating difference of potential along the rails of each sec tion in multiple from the entrance end to an intermediate point or from the entrance end to the exit end of said section; said means comprising a source of energy, contacts controlled by traffic conditions in advance, and the rails of the other track.

6. In combination, a stretch of double track railway each track of which is dividcd into a plurality of successive sections, and means for applying an alternating difference of potential along the rails of each section in multiple from the entrance end to an inlei-mediate point or from the entrance end to the eXit end of said section; said means comprising a source of energy, contact-s coni rolled by trafiic conditions in advance, and the rails of the other track, and means for maintaining said two sections at substantially the same potential.

7. Railway tratlic controlling apparatus comprising a plurality of railway tracks di- Vided into two sets, and a plurality of. local circuits each comprising the rails of a portion of one such set and the rails of a portion of the other said set, and means responsive to traitic conditions for controlling the length of the portion of each track included in said circuit.

8. Railway traffic controlling apparatus comprising a plurality of railway tracks, and a local train controlling circuit for each track including the rails of all such tracks, and means responsive to trattic conditions i'or controlling the length of the portion of each track included in said circuit.

9. I11 combination, a plurality of parallel railway tracks, means for each track responsive to traffic conditions therein, and a local circuit controlled by said means and including in series, a portion of the rails of one track and a portion of the rails of the other track.

10. In combination, two parallel railway tracks, and a local train governing circuit tor one track controlled by traflic conditions in advance on said one track and including the rails of the other track. a

In testimony whereof I aflix my signature,

HERBERT A. WALLACE. 

